Browsing: The Tech

TAKE TWO NEARLY IDENTICAL VEHICLES equipped with the same drivetrain, brakes, suspension and aero. Set both vehicles to have the same exact final weight and weight balance. If the only difference is the rigidity of the chassis, do you think it will make a difference on the race track or the street? Ask any experienced race car builder or even OEM vehicle designer and the answer will be a definitive “yes.” All other factors being equal, the higher the rigidity of the chassis, the quicker the car will be around a racetrack. If that’s not reason enough to consider improving…

There are few (if any) naturally-aspirated vehicles on the road that wouldn’t benefit from forced induction for increased output. This is particularly true of vehicles with plenty of potential right from the factory. With neutral and predictable handling, a low center of gravity that rivals all but the most exotic of road cars, a curb weight around 2,700 pounds and a sticker price in the $25,000 range, the Scion FR-S and Subaru BRZ seemed to have the makings for an incredibly fun and nimble sport-compact coupe the market has desperately desired. However, the 200 horsepower FA20 Boxer engine that adds…

When cars get old, things begin to rattle, vibrate and become loose. Most people looking to improve the suspension of their vehicle seek out performance upgrades such as a set of adjustable coilovers, sway bars and even adjustable arms. Few people realize that trying to improve a vehicle’s suspension without addressing worn out rubber bushings is pretty much pointless. However, the reality is that when bushings deflect under high-load braking and cornering, dynamic changes in camber, caster or toe will result. These changes often reduce the size of a tire’s contact patch. In the case of cars that have endured…

Wastegates are the mechanical devices that keep your turbocharged engine in check. Based on the strength of the pressure signal it receives, a wastegate lifts its valve to relieve exhaust flow away from the turbine inlet of the turbocharger. This allows a wastegated turbocharger system to set a target boost pressure below the level that would be realized if the tturbo system had no wastegate. Text by Michael Ferrara // Photos by Jun Chen NO WASTEGATE A number of turbocharged diesel engines (especially those used in marine applications) do not incorporate a wastegate. As a result, the specifications of the…

Dingleberry hone, ball hone, glaze buster or bead brush. Whatever nickname you might have for the tool, the original Flex-Hone was designed in 1972 to refinish cylinder walls in automotive applications. Used by machine shops, do-it-yourselfers and just about everyone in between, the Flex-Hone tool allows users to achieve a plateau finish free of cut, torn and folded material. Advantages of this type of surface include faster engine break-in, better piston ring seal and increased performance. And while the cylinder-specific Flex-Hone has been offered for years in different bore sizes and abrasives, the new Flex-Hone for Rotors uses the same…

For most of us in the tuning market, warranty claims become a huge hassle when the dealer denies service based on modifications. Although some dealers are “mod-friendly”, service managers come and go and usually the hook-ups don’t last long. In the aftermarket world, tuning companies looking to offer a factory warranty-friendly package must adhere to higher quality, drivability and reliability standards. Text by Jun Chen // Photos by Jun Chen, Richard Fong and Courtesy of Mountune Turbo Advantage From the factory, Ford’s latest Focus ST hatchback boasts a 2.0-liter turbocharged four-cylinder EcoBoost engine. While a four-cylinder, front-wheel-drive hatchback platform is…

Today’s performance spark plugs perform feats never before attempted by spark plugs of years past. Factory engines and race engines are pushing more horsepower per liter than ever before thanks in part to forced induction and direct injection. Both of these technologies put an additional stress on the engine’s ignition system. With the spark plugs representing the soldiers in the field, we decided to take a look at the technologies in use. Today, platinum and iridium have replaced nickel-alloys in many performance and long-service applications. So are a set of Iridium plugs right for you? What about the latest generation…

Prudence demands that you protect your investments. When that investment is your vehicle’s paint, it’s easy to see how difficult it is to defend. Rock chips, oxidation, ultraviolet light, bird droppings, sap, tar, brake dust…the list is long and harrowing. Fortunately, paint-protection technology has come a long way. Prior to the 1990s, defending your paint job was limited to washing/waxing, a car bra, a car cover or parking in a garage. While these methods do a reasonable job, there are obvious limitations: Waxes need to be reapplied periodically, a car bra is as attractive as a thick and bulky case…

Like cayenne pepper on a mushroom risotto, boost pressure is the seasoning in a serving of turbocharged performance. Too little boost hampers performance and produces a bland dish, while too much boost, like too much seasoning, kills your engine and puts you back in the kitchen to start all over. As many owners of turbo vehicles have discovered, the most important component control system on a turbocharged engine is the boost control system; optimization of the engine’s boost control system delivers peak performance and reliability. Ideally, boost response is maximized while power output is optimized, while at the same time,…

THE NUMBERS GAME When we arrange all of the tested camshafts by the actual measured intake duration at 1mm, an interesting trend is revealed. The trend is that every manufacturer has a different method of computing its”advertised” duration of the camshaft. As a result, not all camshafts advertised as “264” camshafts have the same amount of actual duration. In fact, one company’s “264” camshaft may have more duration than another company’s “272” camshaft. This is the case with the Kelford 264 that actually features more duration than either the HKS 272 or Comp Cams 272+. The opposite is found with…

MANUFACTURER: TOMEI POWERED ENGINE MODEL: 4G63 EVO 8 CAMSHAFT PN# (INTAKE): 1454290115 CAMSHAFT PN# (EXHAUST):1455290115 SPEC CARD# : GSC-6008S3 INTAKE EXHAUST CAM TIMING EVENTS Centerline 110° 115° Valve Opening @ 1.0mm 6.1° BTDC 59.7° BBDC Valve Opening @ 0.050″ 2.53° BTDC 56.1° BBDC Valve Closing @ 1.0mm 55.8° ABDC 0.7° ATDC Valve Closing @ 0.050″ 51.8° ABDC 2.9° BTDC DURATION Actual Duration @ 1.0mm 241.9° 240.5° Actual Duration @ 0.050″ 234.3° 233.2° Claimed Duration @ 1.0mm 242.0° 241.5° PEAK LIFT Peak Valve Lift 11.5mm (0.455″) 11.5mm (0.452″) Peak Cam Lift 6.7mm (0.263″) 6.6mm (0.261″) Manufacturer’s Pitch TOMEI has released a wide range of…

MANUFACTURER: GSC Power Division ENGINE MODEL: 4G63 EVO 8 CAMSHAFT PN#: GSC-6008S3 SPEC CARD#: N/A INTAKE EXHAUST CAM TIMING EVENTS Centerline 109° 115° Valve Opening @ 1.0mm 3.8° BTDC 53.8° BBDC Valve Opening @ 0.050″ 0.4° BTDC 50.2° BBDC Valve Closing @ 1.0mm 51.5° ABDC 4.8° BTDC Valve Closing @ 0.050″ 47.5° ABDC 8.1° BTDC DURATION Actual Duration @ 1.0mm 235.3° 229.0° Actual Duration @ 0.050″ 227.8° 222.1° Claimed Duration @ 1.0mm 238.0° 238.0° PEAK LIFT Peak Valve Lift 11.7mm (0.460″) 11.5mm (0.451″) Peak Cam Lift 6.8mm (0.266″) 6.6mm (0.261″) Manufacturer’s Pitch The S3 Cams are available in a solid lifter cam and…

MANUFACTURER: Kelford Cams ENGINE MODEL: 4G63 EVO 8 CAMSHAFT PN#: 8-TX280 SPEC CARD#: 133933 INTAKE EXHAUST CAM TIMING EVENTS Centerline 107° 113° Valve Opening @ 1.0mm 1.8° BTDC 47.6° BBDC Valve Opening @ 0.050″ 1.7° ATDC 43.9° BBDC Valve Closing @ 1.0mm 41.4° ABDC 4.4° BTDC Valve Closing @ 0.050″ 37.6° ABDC 7.9° BTDC DURATION Actual Duration @ 1.0mm 222.9° 223.2° Actual Duration @ 0.050″ 215.8° 216.0° Claimed Duration @ 1.0mm 226.0° 226.0° PEAK LIFT Peak Valve Lift 11.1mm (0.436″) 11.1mm (0.436″) Peak Cam Lift 6.4mm (0.252″) 6.4mm (0.252″) Manufacturer’s Pitch 280/276 Duration, 11.50/11.00mm Lift. High HP racing cams, suits well built racing…

MANUFACTURER: GSC Power Division ENGINE MODEL: 4G63 EVO 8 CAMSHAFT PN#: GSC-6008R2 SPEC CARD#: N/A INTAKE EXHAUST CAM TIMING EVENTS Centerline 109° 115° Valve Opening @ 1.0mm 2.46° ATDC 56.94° BBDC Valve Opening @ 0.050″ 0.97° ATDC 52.96° BBDC Valve Closing @ 1.0mm 50.19° ABDC 4.38° BTDC Valve Closing @ 0.050″ 46.17° ABDC 7.88° BTDC DURATION Actual Duration @ 1.0mm 232.7° 232.6° Actual Duration @ 0.050″ 225.2° 225.1° Claimed Duration @ 1.0mm 236.0° 236.0° PEAK LIFT Peak Valve Lift 12.1mm (0.475″) 12.0mm (0.474″) Peak Cam Lift 7.0mm (0.275″) 7.0mm (0.274″) Manufacturer’s Pitch The 6008R2 is a high lift, very aggressive profile with a…

MANUFACTURER: TOMEI POWERED ENGINE MODEL: 4G63 EVO 8 CAMSHAFT PN# (INTAKE): 1453280115 CAMSHAFT PN# (EXHAUST):1455280115 SPEC CARD# : GSC-6008S3 INTAKE EXHAUST CAM TIMING EVENTS Centerline 110° 115° Valve Opening @ 1.0mm 1.0° ATDC 56.4° BBDC Valve Opening @ 0.050″ 2.5° ATDC 52.6° BBDC Valve Closing @ 1.0mm 51.4° ABDC 4.0° BTDC Valve Closing @ 0.050″ 47.5° ABDC 7.6° BTDC DURATION Actual Duration @ 1.0mm 232.4° 232.4° Actual Duration @ 0.050″ 225.0° 225.1° Claimed Duration @ 1.0mm 233.5° 232.5° PEAK LIFT Peak Valve Lift 11.5mm (0.454″) 11.5mm (0.451″) Peak Cam Lift 6.7mm (0.263″) 6.6mm (0.261″) Manufacturer’s Pitch TOMEI has released a wide range of…

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